Yenn

A forced landing from cruise starts differently from a forced landing from low level. I would treat it as an engine failure, if it is an engine problem. Of course if you have some other malfunction which requires you to land ASAP it is a forced landing, but I am assuming here that was not your aim. First thing is to find out what has gone wrong and usually you will have info on that in the POH. I wrote my own POH and it goes along the lines of:- Check fuel on. Of course it is on, you were cruising. Pitch for best glide speed. Start a turn towards best country for forced landing, if you can see where to go, but the following take precedence. Activate fuel boost pump. Apply carb heat. Change tanks, but I only have one. Switch mags or if electronic ign. do whatever is recommended. Check gauges. If you still have no engine, pick a location to land, bearing in mind wind direction. At height you may not be able to check slope, but try to pick an uphill site. Work yourself into a suitable position to land using the correct approach speed and flaps if necessary, probably better to slip to lose height if necesary and leave flaps for when you are absolutely certain that you will arrive at your aim point. Don't be fooled if the engine suddenly roars into life, it could well stop again, so sudden noise at 200' may lure you into an attempted go round. Before arrival, snug up your harness, fuel off, electrics off and stroke your lucky rabbits foot. I doubt it will be any luckier for you than it was for the rabbit. I have done this little write up with no reference to paperwork or other cribs, so it is as it would happen in the air, so I expect it to get picked to pieces and improved upon. A couple of my forced landings were not full engine failures and they could possibly be considered harder to handle. The options are greater. One was a cylinder head gasket blowing on a Jab 1600 engine, when I had decide to do a go around. The other was on the same engine when the rocker cover stud pulled out the head and dumped oil on the exhaust. I disappeared in a cloud of smoke on crosswind and completed the circuit, after I had diagnosed what the problem was.

When the prop stops on the roll out you could have difficulty handling a strong cross wind unless you have good brakes. I speak from personal and recent experience.

I don't know what you mean by "use your shoulder" but I always adjust the start of my turn from downwind according to the wind direction. A strong cross wind will either extend my downwind if it is going to be a tailwind on base, or reduce my downwind if it will be a headwind on base. If I am going like a rocket on downwind I will start the turn early, so that I don't undershoot.

I think the advice pmcarthy was given is good.use the rudder on short final, but also use the ailerons to keep the ball in the centre, unless you want it elsewhere due to slipping. One thing I have found is that a long gliding turn to final is better for visibility purposes that straight legs with sharp turns. The plane is easier to see during a turn because the wing is inclined. I once met someone doing a right circuit in a slightly slower plane than mine. I hadn't seen him in the circuit, because I was not expecting a plane there. I saw him when he was about 200m ahead of me and at right angles to me. I just swerved to my right, overtook him and landed really long on a 2km long strip. The pilot was the owner of the strip and his radio was faulty. He was doing right circuits to keep away from skydivers using another strip and hadn't notified anyone else. It is quite impressive to have a slow high wing STOL type float across in front of you.

Great fun and dangerous. Not for the novice pilot. He must be well aware of how the wind is blowing to be able to allow for it when he must be flying by reference to the ground.

No radio calls, I wonder if there is any reporting equipment back to base with flight performance and engine info. Could this be a re run of a previous crash, that was never found?

Two things stand out from this discussion. We seem to be unaware that no single control works the way it seems. By that I mean that the ailerons do not cause a turn and the application of power does not cause a climb. There has to be some other control input at the same time, except maybe when we have no power. The other thing is that the "downwind turn" or whatever you like to call it is still alive and well. When we fly, we are flying in a parcel of air that is probably moving. All our inputs affect the planes location in that parcel of air. One of the big problems which causes the stall spin in base turn is that we are no longer flying in that parcel of air, but are using the stationary ground as a reference. That is stuffing up our interpretation of what the plane is doing. If you low fly you have to fly the plane in the parcel of air, plus you have to be aware of how that parcel of air is travelling across the ground. Not having that knowledge and being able to use it is what causes the problems.

Many years ago I needed extra fuel for a long trip. Not a jab, but what I did was carry a 20l container in the fuse with a fuel line from the fuel tank breather to the bottom of the container plus a vent line from the container to a vent point outside. That meant that at start up fuel was drawn from the container through the fuel tank and used. The vent to the container acted to vent the main tank when the fuel emptied from the container. It just needed a spevial cap for the container with the two fuel lines. It worked well with oniy a small amount of fuel left in the container.

jackc. Where do you fly out of. Not Rocky I guess with an Aeropup It is probably 6 years since i last flew into Rocky.

My insurance for any landing is to be high and slip to lose height. if you lose your engine aim to have the field selected easily within reach and stay high. The great joy of slipping into a landing is that all you do is let go of the forces acting against you on the stick and rudder and immediately you flatten the glide and can increase speed.. The problem with flaps is that they give a great increase in drag and reducing flap may reduce drag, but it also reduces lift and there is a change in attitude required. I wonder how many here are competent at slipping an aircraft, which is a fun thing to do. No need to be scared as if it all goes bad, just let go of the stick and remove feet from rudder for a moment.

The big advantage of oil cooling is that when you take off your oil is usually at a low temperature at the start of the roll and there is a fair amount of oil to heat up. Of course if you fly a Rotax and spend the usual 20 minutes pre take off warming the oil, you are negating that advantage. My Jab is usually airborne in about 4 minutes from start up and no problems. Over 1000 take offs like that.

You may find activity at Caboolture or Gympie. Maryborough has an active club with RAAus flyers as well as GA.

What you are doing if the engine is built like the stomach is transferring oil heat to the engine sump. You then have to transfer it to the surrounding air from the aluminium sump. Hence fins, which some sumps have. An oil cooler is far more efficient.

I have done a few GA BFRs and a few less RAAus or AUF BFRs. Flying a single seat RAAus plane I either did a check flight with an instructor watching, or I flew a different aeroplane. Flying my plane with an instructor watching didn't really do me any good. Flying a new to me plane did seem to work as I had the instructor watching beside me. Once when asked to do a stall I took a Jabiru into a falling leaf and the instructor commented that I had lost height. My response "I was just enjoying myself" My problem was that instructors wanted to hear my thoughts and I kept them to myself. GA BFRs are in my opinion better, but I never did them in my own plane, because the passenger seat didn't have dual controls. I did one once in a Cessna and after being told to break away from a simulated engine failure at about 200' above GL, the instructors only comment was that I lifted the flaps a bit quickly. I was aware of that problem and there was no risk of a stall in my opinion. The last one I did was mainly instrument flying and as neither of my planes was equipped for instrument flying and I hadn't done any since the early seventies I was apprehensive. After nearly an hour under the hood I came out lathered in sweat and exhilarated. Great fun. So I reckon RAAus not much advantage and GA well worth it.

I haven't talked to Ronnie or Helen for some time. I know they did consider having it this year, but some other club got in and booked the date they wanted. When I last talked to Kiwi, who is the club President he didn't have any firm plans. I ill have to se what is happening, because if it goes ahead I will be there unless something serious happens. I used to be a club member, but haven't renewed for a year or so.

I did aeros way back in the seventies, then never did any more. Now I can stand about 3G and no more. I suppose if I took it up again that I would come good, but it would be a slow process. If you are young and fit, ie under 80 and breathing go for it. Enjoy it.

There is a time lag, but it is so small as to be of no consequence. What you are measuring is pressure, not airflow. The air in the tubing has to be pressurised, but the actual amount of air that flows in the system is miniscule.

G'day Phil. All the best. We missed you and are glad you have not succumbed to the dreaded covid.

OME the bubble is relating itself to down as it appears to the aircraft, and down could well be up. At the top of a loop it is. but it still has no relationship to the relative wind.

OMEs bubble and his A of A meter would not agree with each other. I agree that you don't need to know why an aeroplane flies to be able to fly it, but it is nice to know. It is also nice to understand what happens and why, so that you can work your way out of a difficult position. I wrote this yesterday and it never got posted, so I will just add to it. The spirit level or OMEs builders version of it relies on the contents of the bubble being lighter than the surrounding fluid. The lightest portion rises to the top usually. The same can be achieved by hanging a plumb bob from the cockpit roof. It will give exactly the same information. Go ahead and fit a plumb bob to the cockpit roof and fly. Do you really have to fly to see what happens or can you visualise it. I would suggest that if you need to fly it to see the results, that you think long and clearly about where you hang that weight and how heavy it is. Angle of attack is well defined and the definition cannot even remotely be likened to a lift reserve indicator. That can only be likened to an A of A meter. There is adifference between what you are measuring and the instrument used to do it.

Interesting that Hirth. Direct injection, but it has electronic ignition. It doesn't state the compression ratio, but I assume it must be above that of a petrol engine, otherwise they would have problems igniting the fuel in a cool cylinder.

When I bought the engine for my RV4 the Aussie dollar was worth US$1.04 Eighty cents is still a bit low and the reason our government likes to have a low dollar is that all export deals are in US$s.

I give up. That is why I would never have been a good instructor.

And the reason that the FAA got into bed with Boeing was ? The Yanks could not let European aircraft manufacturers get ahead of their Boeing. A case of keep America Great.

The statement that the rudder does not turn the aircraft in co-ordinated flight sounds suss to me. Set yourself up in a co-ordinated turn, which will mean using rudder to centre the ball. Then change the setting of the rudder. Do you not see a change of turn rate or bank angle? If you do then something has caused that change and the only change you made was to rudder position. The statement that elevator causes the turn is also suss. No matter what you do to the rudder in level flight it will not cause you to turn, unless you pull it so far back that you stall and spin. What the elevator does is control your attitude, which is not necessarily the same as Angle of attack. Angle of attack is a great concept, but most of us have no way of working out what it is at any time, but we can check our attitude so long as we are VFR.